Traffic-controlling system for railways.



A. V. T. DAY-- TRAFFIC CONTROLLING SYSTEM FOR RAILWAYS.

- APPLICATION FILED OCT. 29, 1908. 1,213,162. Patented Jan. 23,1917.

4 SHEETS-SHEET I.

A. V. T. DAY. TRAFHG CONTROLLING SYSTEM FOR RAILWAYS.

APPLICATION FILED OCT- 29. I908.

Patented J an. 23, 1917.

4 SHEETS-SHEET 2.

5., .8 mm wm w Hill A. v. T. DAY. 'IRAFFH') CONTROLLING SYSTEM FOR RAILWAYS.

, APPLICATION FILE D OCT- 29, 1908. 1,213,162.

4 SHEETS-SHEET 3- Patented Jan. 23, 1917.

A.'V. T. DAY. TRAFFIC CONTROLLING SYSTEM FOR RAILWAYS.

APPLICATION FILED OCT- 29,1908.

' Patented J an; 23, 1917.

- 4 SHEETS SHEET 4.

ids .3

nuenroz limited to such use and that various features of the invention are applicable to systems To all whom it may concern:

UNITED ST ES PATENT OFFICE.

ALBERT V. '11. DAY, OF NEW ROCHELLE, NEW YORK, ASSIGKOR TO THE HALL SWITCH AND SIGNAL COMPANY, A CORPORATION OF MAINE.

TRAFFIC-CONTROLLING SYSTEM FOR RAILWAYS.

Application filed. October 29, 1908. Serial No. 460,126.

Be it known that I, ALBERT V.- T. DAY, :1 citizen-of the United States, residing at New Rochelle, in the county of Westchester and State of New York, have invented a certain new and useful Improvement in Traffic-Controlling Systems for Railways, of

which the following is a specification, reference being had therein to the accompanying drawings, forming part thereof.

My invention relates to electric trafliccontrolling systems for railways. 7

It is designed particularly for use in connection with a system of track signals, and

. is so illustrated in the accompanying drawings, but it will be obvious that it is not for operating other forms of traffic-control- 1mg devices, such as switches, dera hng devices, cab signals, etc.

The objects of my invention, broadly stated, are simplicity in construction, reliahility in operation,-and economy in material and in the use of electrical energy.-

More particularly stated, one object of the inventionis to produce a system having imcproved arrangements .of apparatus by which the same line wires may be used to transmit both signal-controlling currents and relayenergizing currents.

Another object is to produce an improved and simplified arrangement of relays for controlling the signals or other traffic-controlling devices by a pulsating action.

A third object of the invention is to produce improved means for energizing the track circuits and the line circuits and for automatically deenergizing these circuits in the absence of trains or ve'hicles.

To the above ends, the invention consists in the traffic-controlling system hereinafter described, as defined in the succeeding claims.

I will now describe the embodiment of my invention illustrated in the accompanying drawings and will thereafter point out my invention in claims.

In the drawings, Figure 1 is a right-hand continuation of Fig. 2, and the two figures together are a diagram of a portion of an electric signal system constructed in accordance with the present invention. as applied to the west-bound track of a doubletrack railway. Fig. 3 is a detail elevation of the Figs. 4 and 5 are also consecutive portions of one diagram of a continuous signaling system embodying the invention, Fig; 5 bemg a left-hand continuation of Fig. 4. p

The illustrated system of Figs. 1 and 2 is a block signal system, and the diagram includes three complete blocks and portions of two adjacent blocks. The signals are located at stations designated, respectively, by the reference letters A, B, C and D. Since the apparatus at the several stations is largely similar in character, similar parts at the several stations are designated in the drawings by the same reference numbers, but in the following description these numbers are followed, where necessary, by the letter A, B, C or D to indicate the station at which a particular part in question is located.

The trains move from east to west, or

from right to left, in the drawings, as inother terminal is connected by a wire 6 with a traction conductor 7, which may be a trolley wire or a contact rail or other suitable form of conductor.

The signals 8 and 9 are located at the ends of the blocks, and at the same points the track rails are connected by heavy crossbonds 10 of negligible impedance, which serve both to equalize the traction current in the rails and to constitute portions of the track circuits by which the signals are controlled.

The track circuit is energized at the middle of each block by an alternating-current generator 11, which is connected across the rails through wires 12. The current divides, flowing through one rail to the ends of the block across through the cross-bonds 10 at each end to the other rail, and thence back to the middle of the block. The track cir-' cuit, therefore, comprises two branches, and the signal-controlling apparatus is so arranged that when either branch is shortcircuited by the wheels and axles of a train or vehicle in the block, the signals at the entrance to the block are prevented from clearing.

The track circuits control the signal ap paratus through coils 13 and 14, which are located close to and in inductive relation with the rails near the end of each block. These coils are energized inductively by the currents in the rails, and they serve in turn to energize track relays 15 and 16 at each station.

The track relays 15 and-16 are of the polarized alternating-current type. Each relay has a field which is energized by an alternating current and an armature 17 which is pivotally mounted in the field and carries a contact finger 18 or 19 coiiperating with a fixed contact. The armature is provided with a coil or winding by which it is energized, and this coil is'connected with one of, the track coils 13 or 14. The arrangement of the field and thearmature is such that when both are energized by alternating or other periodic currents of the same frequency and of suitable phase relation, the

armature tends to rotate in a direction to maintain thecontact finger in engagement with its fixed contact. I

The foregoing description relates par-- ticularly to the relays shown at station A,

' relation therewith. A condenser 25 is inter while some of the relays illustrated at the other stations operate in a slightly'diflerent manner, as will be pointed out hereinafter.

The current for energizing the fields of the track relays is transmitted through line wires 21 and 22, which extend from station to station and serve also to conduct the currents by which the signal relays are controlled. The line wires are connected in the block A-B by wires 23 with an alternating-current generator 24. This generator is coupled with the track circuit'genen ator 11 and gives current of the same frequency as the latter and of definite phase posed in one of the wires 23 to prevent the generator 24 from acting as a short-circuit for the direct current by which the signals are controlled. The current from the generator 24 flows through the wire 22 to the track relay 15 and thence through a wire 26 to and through the magnet of a polarized signal relay 27, and thence through the wires 21 and 23, back to the generator. In this arrangement, wherein the track relay and the signal relay are in series in the line circuit, the alternating current necessarily flows through the signal relay, but it performs no function therein, and in order to prevent it from afi'ecting this relay, copper sleeves 40 are placed around the cores of the relay magnet. These sleeves act in a well understood manner not only to shield the magnet from the action of the current but also to diminish the impedance of the magnet. Atthe other end of the block the line circuit passes in a somewhat similar manner through the track relay and the signal battery in, series. The signal battery 31 is connected by wires 50 and 32 with the contact fingers 28 and 29 of a polechanging switch, which, by any well known means, is reversed when the position of the homesignal 8 is' changed. This relation is indicated by the usual convention of placing the pole-changes adjacent to the signal through a wire 37 vto'the middle contact of the pole-changing switch. From this contact the current flows through one or the other of the contact fingers 28 and 29 to the battery and back to the other contact finger, thence to one of the outside contacts of the switch, and thence to the line wire 21 and back to the generator 24.

When the armature of the track relay 16 is decn'ergized through any cause, suchas the presence of a train in the western part of the block AB, the circuit above described is broken bythe disengagement of the contact finger. 19 from the circuitbreaker 34. The relay field is. still energized, however, for the circuit-breaker, being no longer supported by the contact finger, falls into engagement with its fixed contact 35 and establishes a branch circuit through the relay field. This. circuit passes from the wire 22 through the relay field, the wire 33, the contact breaker 34, its fixed contact 35, and the wire 36 to the line wire 21.

As the contact finger 19 falls, there is an instant, While the circuit-breaker 34 engages the fixed contact 35 and before the contact finger disengages the circuit-breaker, when the battery 31 is short-circuited through the pole-changing switch, the wires 36 and 37, and the v circuit-breaker and the contact finger, and the same thing occurs as the contact finger rises and engages the circuitbreaker when the track relay is again energized. To prevent excessive flow of battery current at such times a resistance coil be of any ordinary or suitable form and is, therefore, not shown. The signal-actuating mechanism is arranged in a local signal circuit, which is controlled by the signal relay 27. The current from the signal battery 31 flows through the line wires 21- and 22 and through the magnet of-the signal relay 27 and, according to the position of the home si nal. 8 and the corresponding pole-changing switch, this current, moves the armature and the contact fin er 41 of the signal relay into engagement with its two left-hand fixed contacts or its single right-hand contact. When the block'B C is clear and the home signal at B is cleared,

the current'is of such polarity as to move home signal 8,-and through the other left-' hand contact and a wire 47 to the distant signal 9. From the signals, the current flows through a common return wire 45 ,to the fixed contact 20 and the contact finger 18 of the track relay 15 and hence through a wire 46, back to the signal battery 31. Both signals are thus cleared at A. In case the home signal 8 be not cleared, however, the current from the battery 31 will be of such polarity that the contact finger of the signal relay 27 will be held in its right-hand position, in which it engages a single fixed contact connected with the wire 4?, so that only-the home signal at A will 0 car.

Instead of connecting the fields of the .prevent the alternating current from flowing through the battery. The track relay 16 in this arrangement has .a contact finger 19 cotiperating with an ordinary fixed contact, so as to open the line circuit when the relay is deenergized.

An analogous arrangement for the eastern end of a line circuit is shown at B, where the track relay 15 has its field connected across the line wires with acondenser51 interposed. The magnet of the signal relay 27 is arrangedin a second branch circuit, and in this magnet copper sleeves are not used as in the relay at A, so that the impedance of the magnet prevents the alternating current from fiowin through. it. Here also the track relay 15 is arranged to control the line circuit through the s gnal relay, instead of controlling the local signal circuit as at A. For this purpose the l1ne circuit passes from the wire 21 through the magnet of the signal relay, thence through a wire 53 to the fixed contact and the contact finger of the track relay, and thence through a wire 52 to the line wire 22.

A third arrangement is illustrated at C.

Here the line circuit passes through both the battery and the field of the track relay 16, in series, but a short circuit for the alternating current is provided by way of wires 54 and 55 so that the alternating current need not pass through the battery. A condenser 56 interposed .in this short circuit prevents short-circuiting of battery current thereby.

A modified arrangement of signal-controlling apparatus is shown at G and D. This apparatus operates upon the pulsating principle disclosed in my .previous applications filed July 24, 1908, Serial No. 445,009 and filed October 29, 1908, Serial No. 460,123 but it embodies various improvements in details of arrangement over the apparatus disclosed in said applications. In the present arrangement the pulsations are produced by the track relay at one station and are transmitted through theline circuit to the track relay at the other end of the block, and the use of auxiliary pulsating relays, in combination with the track relays, is thereby avoided. The track relay 16 is provided, in place of a contact finger, with a trip on the armature, which is adapted to engage a pivoted circuit-breaker 76 and lift it from its fixed contact 77 so as to break the line circuit. This action results in deenergizing the field of the relay and the trip thereupon falls and allows the circuit-breaker to fall and reestablish the line circuit, whereupon the operation is repeated. The track relay 16 therefore operates, when energized, to open and close the line circuit at regular short intervals, thereby giving a pulsating character to both the alternating current and the direct battery current in the line.

At C the track relay 15 responds to the pul- ,sating alternating current by an. up-anddown movement of its contact finger 18, which thereby engages alternately two fixed contacts 58 and 63. The contact finger is connected through a wire 57 with the signal battery 31 and when the contact finger engages the fixed contact 58, current from the battery flows through this contact, and a wire 59, to the magnet of a signal relay 61 and thence through a wire 62 back to the battery, When the contact finger engages the other fixed contact 63, current from the battery flows through a-wire 64 to the magnet of a second signal'relay 65. Thetwo signal relays 61 and 65 are rendered slow acting in any convenient manner, as, for example, by using copper sleeyes 66 around the cores of their magnets, so that when energized intermittently by 'the pulsating action of' the track relay 15, they act in the same manner as if energized by a constant current. These signal relays are in joint control of a local signal circuit by which the home signal 8 is controlled. The circuit beginning at the battery 31 passes through wires 57 and 69 to the home signal 8, thence through wires 71 and 72 to the contact finger 67, and its fixed contact, of the relay 61, thence through a wire 73 to the fixed contact and the contact finger 68 of the relay 65, and thence through the wire 62 back to the battery. So long as the track relay 15 operates to energize the two signal relays 61 and 65 intermittently,,the circuit above described is held closed and the home signal is cleared. If, however, the pulsating action of the track relays 16 and 15 should cease, owing, for example, to sticking of one of the armatures, the signal circuit would be broken, even though both track relays should continue to be energized, since one or the'other of the signal relays would be completely deenergized.

The distant signal 9 in the arrangement of apparatus in the block CD is controlled by an additonal relay 73, which is the same in construction as the other signal relays, having a magnet with a copper sleeve around the core. The magnet of this relay is included, however, in theline circuit. Owing to its construction, the pulsating alternating current flows freely through the magnet without affecting the relay, but the direct current from the signal battery 31 does affect this relay, although this current is rendered intermittent by the action of the track relay 16 The battery 31 is connected by a Wire 51 with a fixed contact 79 cooperating with a circuit-controller 80, and

- the other terminal of the battery is connected through wires 57 and 82 with a second fixed contact 81. The circuit-controller is connected with and actuated by the home signalS lVhen the latter is in danger position, the circuit-controller engages the fixed contact 80, as shown, and thus'closes the line circuit through the wire 21, the circuit-controller. the contact 80, the wire 78, etc., and the battery iscut out. Under these conditions the distant-signal relay 73 remains det nergized and the distant signal 9 does not clear. If, however, the home signal 8 be cleared, the circuit-controller 8O falls into contact with the fixed contact 8l,thereby connecting the battery 31 with the line circuit through the following path: from the line wire 21 through contacts 80, 81, wires 82, 57, battery 31, wires 51, 78, contacts 77, 76, connecting wire, and field of relay 16 to the other line wire. Battery current now flows through the line circuit,

and therelay 73 is energized. A branch circuit is thereby closed from the wire 57 through the wire 69, the distant signal 9,

and 11 for energizing the relays and the track circuits respectively has the advantage, among others, that by adjusting the a-rmatures 0f the two generatorsrelatively to each other compensation may be made for differences in impedance between the line circuit and the track circuit, and thus the currents energizing the armatures and the fields of the track relays may be readily and accurately brought to the exact phase relation desired. As a simpler arrangement, however, a single generator may be used for both purposes, as in the ease of the generator 11 in the block C-D. Here the line circuit is energized by a transformer 82 connected with the generator by the wires 12.

The system, as hereinbefore described, would, if the track circuits were normally energized, operate as a normal safety system, all the relays being normally energized. In order, however, to avoid all unnecessary expenditure of energy in the system,'and also to convert it to a normal danger system, I use, in connection with the generators for energizing the track circuits and the line circuits, automatic apparatus for throwing the generators into operation upon the approach of the train and for throwing them out of operation in each block successively upon the arrival of the train. This apparatus is constructed substantially in accordance with the invention disclosed by me in a co-pending application filed Aug. 22, 1908, Serial No. 449,756.

Each set of generators is connected with and actuated by a motor 83, which is energized with traction current through a circuit controlled by two relays 84 and 85. The relay 84 has two contact fingers 86 and 87 co6perating .with corresponding fixed contacts, and the relay has two contact fingers 88 and 91 also cooperating with fixed contacts. The contact fingers 87 and 88 are connected together mechanically so as to be under the joint control of the two relay magnets, and are or may be unbiased or freely movable. The contact fingers 86 and 91 are biased so as to tend to move to opencircuit position, and the contact finger 86 is sufliciently biased to require a substantially stronger current in the relay 84 for its actuation than is required to move the contact fingers 87 and 88, for a purpose which will be described.

The automatic action of the relays 84 and 85 is initiated and controlled through the engagement of the contact members or shoes of a train or vehicle on the track with fixed contact bars 93, located alongside the trac-- cally near the entrance to the block AB.

One of the contact shoes 94 of the train engages the contact bar 93 and thereby connects it with the traction conductor 7. In order to insure'this connection, it is preferable to make the contact bar slightly higher than the traction conductor, and in this arrangement traction current flows from the traction conductor through another contact shoe 95 on the same train and through a wire 96, and thus to the contact shoe 94- and the contact bar 93. From the contact bar the current flows through the wires 97 and 98 to the magnet of the relay 84, and thence through a wire 101 to the track rails. The relay 84 is thereby energized. The contact fingers 87 and 88 move to the right and the former engages its fixed contact 89. By this action a circuit is closed through the motor 83. This circuit passes from the traction conductor 7 through wires 102 and 105 to the fixed contact 89 and the contact finger 87, thence through a wire 106 to the armature of the motor 83, and thence through the fields of the motor and the generators to a wire 101 and the track rails. The motor 83 is thereby energized With traction current and it actuates the generators and energizes all the apparatus in the'block AB. The other contact finger 86 of the relay 84 is also actuated and operates to advance the operation of the relays and the generators into the secondblock in advance of the train, as is necessary to clear the distant signal at A. The contact finger 86 closes a circuit which, starting at the traction conductor 7, passes through the wire 102, the contact finger and its fixed contact, thence through a wire 103 and a resistance coil 104 to the magnet of the relay 85", thence through the line wire 98 to the magnet. of the relay 84 and thence through the wire 101 to the track rails. This current, since it passes through the resistance coil 104, is so reduced in strength that it does not cause the relay 84 to actuate its contact finger 86, but the contact fingers 87 and 88 are actuated and the former throws the generators at 6 into operation in the same manner as at a. The current through the circuit closed, as above described, by the contact finger 86 acts also to energize the relay 85 and cause it to actuate its contact finger 91. This contact finger thereupon closes a stick circuit through the from the wire 102 through the wire' 105, the fixed contact 92, the contact finger 91, the wires 107 and 103, the resistance coil 104, the magnet of the relay 85, etc. The relay 85 also tends to actuate the contact fingers 87 and 88, but cannot at once do so since these contact fingers are already controlled by the relay 84*.

As soon as the train enters the block A-B, the apparatus acts automatically to deenergize this block and to energize the block C D. When the contact shoes of the train disengage thecontact bar 93"-,the relay 84 1s deenergized and releases its contact fingers. The contact finger 86 therefore opens the orlginal circuit through the relay 85, but the latter continues to be energized through 'magnet of the relay 85, which is as follows:'

the stick circuit established, as above de-- scribed by the contact finger 91. The relay 85 therefore at once moves the contact fingers 87 and 88, upon their release by the relay 84, to their left-hand position, and the contact finger 87 breaks the circuit through the motor 83.- At the same time the contact finger 88 closes a new circuit which passes through the magnet of the relay 85 without passlng through the resistance coil 104. This c1rcu1t passes from the traction conductor and the wire 102 through the wire 105, the fixed contact 92, the contact finger 91, the wlres 107 and 103, the fixed contact 90, the contact finger 88, the magnet of the relay 85, and through the line wire 98 to the relay 84" Since the current in the circuit just described is not reduced by the resistance 104, it causes the relay 84 to actuate its contact finger 86 and close the circuit through the magnet of the relay 85", thereby causing the latter to actuate its contact finger 91. The apparatus at Z) is now in the condition formerly existing, and illustrated in the drawings, at a, and in consequence the apparatus at 0 assumes the condition formerly existing and illustrated at b, and the block C-D is energized.

When the train reaches the end of the block AB and its-contact shoes engage the contact rail 93 the magnet of the relay 85 is short-circuited through the wire 97 and the relay is deenergized and releases its contact finger 91. All circuits are therefore open at a and the apparatus is againv in normal condition. As soon as the train enters the block B-C and its contact shoes I are repeated indefinitely as the train passes from block to block.

A resistance coil 99 is interposed in the I line wire 98 at each station. This is for the purpose of rendering the total resistance of the line circuit large in proportion to the resistance of the relay magnets, so that the variation in strength of the current shalldepend chiefly on cutting out the resistance coil 104, and the current strength shall not be substantially affected when the magnet of the relay 85 is cut out of the line circuit.

. This arrangement also permits the use of relays of comparatively low resistance in connection with a traction current of high electro-motive force. 7

greatest economy in expenditure of electrical energy is secured. In this aspect of the invention, broadly considered, it is not essential that traction current be employed to energize, directly or indirectly, the track circuits and the relays. Alternating traction current may be employed except for the purpose of exciting the fields of the generators 11 and 24. The motor-generators in successive blocks may be constructed to run at different speeds and thusgenerate currents of different frequencies so as to avoid any possible interference between'the signalcontrolling apparatus of adjacent blocks.

In the system of Figs. 4 and 5 the apparatus at the successive signaling stations E, 11G and H is all the same as at the station A of the system before described, and the apparatus at the relay stations e, f and g is all the same as at the station a of the system before described. Therefore the operation of the system of Figs. 4 and 5-Will be entirely obvious from the foregoing description of Figs. 1 and 2, Figs. 4 and 5,

being added merely to show the embodiment of the invention in a homogeneous system. Various modifications may be made in the embodiment of my invention hereinbefore described and illustrated in the accompanying drawings within the nature of the invention and the scope of the following claims.

I claim:

1. An electric traffic-controlling system for railways comprising a traffic-controlling device, electric means for controlling the traffic-controlling device comprising two relays of. which one is responsive to alternating current only and the other to direct current only, a source of alternatlng current to energize one of said relays and a source of direct current for energizing the other relay, and a line circuit connecting the relaysand said sources, the relays being in series in said circuit.

2. An electric traflic-controlling system for railways comprising a traffic-controlling device, electric controlling means therefor responsive to direct current, a. source of such current, a line circuit connecting said means and said source, a relay controlling the line circuit and operatively responsive only to alternating current, and a source of alternating current connected with the line circuit, said relay being connected in the line circuit in series with the source of direct current so as to receive both direct current and alternating current while being operatively affected only by the latter.

- 3. An electric traflic-controlling system comprising a track circuit, a source of current for energizing the track circuit, a line circuit, electric translating means responsive to current in the track circuit and operating intermittently to transmit a pulsating current through the line circuit, a traffic-controlling device, and electric translating means responsive to said pulsating current and controlling the traffic-controlling device.

4. An electric traffic-controlling system comprising a track circuit, a source of current for energizing the track circuit, a line circuit, a source of current for energizing the line circuit, a relay having two windings of which one is energized by the track circuit and the other by the line circuit, a circuit-breaker in the line circuit actuated by the relay, a traffic-controlling device, and electric translating means connected with the line circuit and controlling the trafiiccontrolling device, the relay, when both windings are energized, being operative to cause the circuit-breaker to interrupt the line circuit intermittently so as to cause an intermittent flow of current therein, and said electric translating means being operatively responsive only to such intermittent current.

5. An electric traffic-controlling system for railways comprising a track oircuit, a traflic-controlling device, electric translating means controlling the trafiic-controlling device and responsive to current in the track circuit, means for energizing the translating means through the track circuit, supplemental means for energizing the electric translating means, and electric controlling devices operating automatically to throw said supplemental energizing means into operation upon the approach of a vehicle 'totric translating means controlling the trafiiccontrolling device and responsive to current in the track circuit and the line circuit,-

means for energizing the track circuit and the line circuit, and electric controlling devices operating automatically to throw said energizing means into operation upon the ap roach of a vehicle toward the line circult and to throw said means out of operation when the vehicle reaches the track circuit.

7. An electric traific-controlling system i for railways comprising a successlon of track circuits, traflic-controlling devices controlled by the track circuits, a plurality of independent generating means arranged to energize the track circuits severally, a traction conductor, connections between the traction conductor and the generating means to energize thelatter, and automatic devices for controlling said connections operating to throw the generating means successively into and out of operation as a vehicle passes from one track circuit to another.

8. A railway traflic-controlling system comprising electrically controllable traffie-controlling apparatus arranged in control of traific on a railway and difii'erentially responsive to unidirectional and toalternating currents, a circuit in control of the trafiic-controlling apparatus, and means for supplying to the controlling circuit said alternating and unidirectional currents.

9. A railway traflic-controlling system comprising a controlling circuit, means for producing therein a periodic current with additional interruptions of longer duration than the normal momentary cessation between successive current waves, and trafliccontrollmg means governed by sa1d clrcuit and responsive to said periodic current only while it is being subjected to said interruptions of longer duration.

10. A railway traffic-controlling system comprising a controlling line circult, means for supplying both periodic and reversible unidirectional current to the circuit, and relays controlled by said currents in series and arranged in'control of the signals.

' 11. In railway signaling, a block, a source of signaling current connected with the rails of the block and two track relays one taking current from the rails of the block adjacent each end of the block, a line circuit for the block controlled by the track relay at the exit end of the block, means for supplying to said line circuit currents diflering in character, meanscontrolled by the line circuit and responsive in diflerent ways to currents of different character in the line circuit, and a signal for the block controlled by said last-mentioned means and by the track relay at the entrance end of the block. In testimony whereof I have aflixed my signature in presence of two witnesses.

ALBERT V. T. DAY.

Witnesses:

HENRY L. WILLIAMS, BERNARD CoWEN. 

